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EP1502833A1 - Bremsdruckhaltevorrichtung - Google Patents

Bremsdruckhaltevorrichtung Download PDF

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Publication number
EP1502833A1
EP1502833A1 EP04254376A EP04254376A EP1502833A1 EP 1502833 A1 EP1502833 A1 EP 1502833A1 EP 04254376 A EP04254376 A EP 04254376A EP 04254376 A EP04254376 A EP 04254376A EP 1502833 A1 EP1502833 A1 EP 1502833A1
Authority
EP
European Patent Office
Prior art keywords
fluid pressure
electromagnetic valve
brake fluid
current value
solenoid coil
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP04254376A
Other languages
English (en)
French (fr)
Other versions
EP1502833B1 (de
Inventor
Kazuhiko c/o Transtron Inc. Kobayashi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Isuzu Motors Ltd
Transtron Inc
Original Assignee
Isuzu Motors Ltd
Transtron Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Isuzu Motors Ltd, Transtron Inc filed Critical Isuzu Motors Ltd
Publication of EP1502833A1 publication Critical patent/EP1502833A1/de
Application granted granted Critical
Publication of EP1502833B1 publication Critical patent/EP1502833B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road

Definitions

  • the present invention relates to a brake fluid pressure retaining device.
  • a driver of a vehicle with a manual transmission needs to perform troublesome operation, specifically, to cause partial clutch engagement while maneuvering a parking brake and depress an accelerator pedal to start the vehicle.
  • a vehicle with an automatic transmission (automatic transmission vehicle) is capable of providing creep force.
  • automatic transmission vehicle for demands for improvement in fuel economy, environmental friendliness, and the like, it is required for vehicles to stop in an idle stop state or to reduce the engine idle speed. For this reason, even an automatic transmission vehicle moves backward when a driver changes pedals to depress from a brake pedal to an accelerator pedal on an uphill road, because creep force is lost or reduced.
  • a brake fluid pressure retaining unit which continues to apply brake fluid pressure to the inside of a wheel cylinder even after a driver has released the depression of a brake pedal (for example, see Patent Document 1).
  • a brake fluid pressure circuit connecting a wheel cylinder and a master cylinder for generating brake fluid pressure according to depression force on a brake pedal caused by a driver, is provided with an electromagnetic valve capable of freely opening/closing the brake fluid pressure circuit, a relief valve for abruptly reducing the brake fluid pressure to a level where creep force is generated, and an orifice for making a decreasing rate for the brake fluid pressure inside the wheel cylinder smaller than a decreasing rate for the depression force on a brake pedal caused by a driver.
  • the relief pressure is variably controlled by use of a solenoid valve.
  • the voltage value is duty cycle controlled periodically, and accordingly, the following problems arise. As shown in FIG. 9, when the voltage value is duty cycle controlled and the current value is controlled to be constant, it is difficult to maintain a constant oil pressure. That is, when the current value is intended to be constant, as can be seen from FIG. 9, the current value may become both a value that causes an electromagnetic valve to open and a value that causes the electromagnetic valve to close, and accordingly, the solenoid valve will be either in an open state or closed state depending on the state of the electromagnetic valve.
  • the maintaining oil pressure is greatly affected by this fact, and a balance is caught at a low value of maintaining oil pressure that brings the electromagnetic valve in a closed state.
  • the maintaining oil pressure is in some cases excessively reduced more than needed to make the electromagnetic, which has been once brought in an open state, return to a closed state.
  • Embodiments of the invention relate to a device that applies brake fluid pressure to the inside of a wheel cylinder even after the brake is released and thus maintains a predetermined brake fluid pressure so as to prevent a vehicle from moving backward (creeping down), for example, even on a steep hill.
  • the present invention has been achieved to solve or at least alleviate the above-stated problem and an object thereof is to provide a brake fluid pressure retaining unit which allows the relief pressure to be variable only by use of a low-cost electromagnetic valve without using an expensive relief valve and orifice, further allows the slow release rate to be variable, and thus can maintain a predetermined brake fluid pressure with a simple structure.
  • a brake fluid pressure retaining unit includes brake operation detecting means, an electromagnetic valve, and control means.
  • the brake operation detecting means detects whether or not a brake of a vehicle providing creep force is operated.
  • the electromagnetic valve has a solenoid coil and is disposed midway in a brake fluid channel connecting a master cylinder and a wheel cylinder.
  • the electromagnetic valve opens/closes the brake fluid channel in response to current being passed through the solenoid coil.
  • the control means detects a release signal indicative of releasing brake operation detected by the brake operation detecting means and passes current through the solenoid coil while referring to predetermined current values.
  • the predetermined current values correspond to a target maintaining fluid pressure that maintains a predetermined braking force.
  • the control means upon detection of the release signal indicative of releasing brake operation, the control means passes current through the solenoid coil while referring to the predetermined current values corresponding to the target maintaining fluid pressure that maintains the predetermined braking force.
  • the electromagnetic valve operates like a relief valve, so to speak. Accordingly, when depression of a brake pedal is released (when brake operation is released), the brake fluid pressure can be reduced to a predetermined brake fluid pressure, and the predetermined brake fluid pressure and a brake fluid pressure within the wheel cylinder can balance each other.
  • the control means may pass current through the solenoid coil so that the value of the current is in a range between a predetermined opening-side current value and a predetermined closing-side current value which are determined in advance for each target maintaining fluid pressure.
  • the predetermined opening-side current value is a current value required to switch the electromagnetic valve from a closed state to an open state.
  • the predetermined closing-side current value is a current value required to switch the electromagnetic valve to be from an open state to a closed state.
  • the relief pressure can be freely changed.
  • the hydraulic brake device includes: a master cylinder 2 for generating braking force in response to the pedal effort on a brake pedal 1; a wheel cylinder 3 supplied with brake fluid in the master cylinder 2; a brake fluid channel 4 connecting the master cylinder 2 and wheel cylinder 3; and a brake fluid pressure retaining unit 5 provided midway in the brake fluid channel 4.
  • the master cylinder 2 allows a piston 6 to be movably inserted in the main body thereof and to move forward when the brake pedal 1 is depressed so that the brake fluid pressure inside the master cylinder 2 is increased. Further, when the depression of the brake pedal 1 is released, the piston 6 is pushed back to its original position by a backing spring 7 provided in the main body of the master cylinder 2, thus reducing the brake fluid pressure inside the master cylinder 2.
  • the wheel cylinder 3 performs a function of converting the brake fluid pressure increased by the master cylinder 2 in a way of depressing the brake pedal 1 into mechanical braking force for braking the rotation of the wheels.
  • a piston (not shown) is inserted in the main body of the wheel cylinder 3. The piston is pushed by the brake fluid pressure to actuate a brake pad in the case of a disc brake, or a brake shoe in the case of a drum brake, thus creating braking force for controlling the wheels.
  • the brake fluid channel 4 connects the master cylinder 2 and the wheel cylinder 3, and serves as a channel for transmitting a brake fluid pressure generated in the master cylinder 2 to the wheel cylinder 3 by allowing the brake fluid to move from the master cylinder 2 to the wheel cylinder 3. Further, the brake fluid channel 4 serves as a channel for returning the brake fluid from the wheel cylinder 3 to the master cylinder 2 when the brake fluid pressure inside the wheel cylinder 3 is higher than that inside the master cylinder 2.
  • a check valve 33 is provided to supply the brake fluid from the master cylinder 2 to the wheel cylinder 3 when the brake pedal 1 is further depressed.
  • the brake fluid pressure retaining unit 5 is provided midway in the brake fluid channel 4 connecting the master cylinder 2 and the wheel cylinder 3.
  • the brake fluid pressure retaining unit 5 includes: an electromagnetic valve 9 capable of freely opening/closing the brake fluid channel 4 by the passage of current though a solenoid coil 8; a brake operation detecting section 10 operable as brake operation detecting means for detecting whether or not the brake pedal 1 is depressed; and an electromagnetic valve control section 11 operable as control means for detecting a release signal indicative of releasing brake operation detected by the brake operation detecting section 10, and then passing current through the solenoid coil 8 while referring to current values corresponding to a target maintaining fluid pressure that maintains a predetermined braking force.
  • the brake fluid pressure retaining unit 5 includes means for detecting various vehicle-related information about, for example, whether or not the vehicle is in an idle stop state.
  • the brake fluid pressure retaining unit 5 is configured by including: an inclination sensor 12 operable as inclination detecting means for detecting the inclining state of a vehicle; a vehicle speed sensor 13 operable as vehicle speed detecting means for detecting the speed of a vehicle; a learning switch (learning SW) 14 used to determine a predetermined opening-side current value required to switch the electromagnetic valve 9 from a closed state to an open state and a predetermined closing-side current value required to switch the electromagnetic valve 9 from an open state to a closed state, for each target maintaining fluid pressure, based on detected data detected by the inclination sensor 12 and vehicle speed sensor 13; and a memory 15 operable as storage means for storing the predetermined opening- and closing-side current values for each target maintaining fluid pressure.
  • learning SW learning SW
  • the electromagnetic valve control section 11 includes: a power supply 16 for supplying current to be passed through the electromagnetic valve 9; transistors TR1, TR2 and a diode 18 for passing a predetermined current through the solenoid coil 8; a shunt resistor 19 for detecting the value of current to be passed through the solenoid coil 8; and a CPU 20 controlling these components.
  • the CPU 20 controls current to be supplied to the electromagnetic valve 9 by controlling the transistor TR1 and the like while detecting the value of the current by using the shunt resistor 19, so that the value of the current becomes equal to a current value corresponding to a target maintaining fluid pressure stored in the memory 15. Further, the CPU 20, as will be explained later, performs control so that current is passed through the solenoid coil 8, with a current value within a range between a predetermined opening-side current value (required to switch the electromagnetic valve 9 from a closed state to an open state) and a predetermined closing-side current value (required to switch the electromagnetic valve 9 from an open state to a closed state), both determined for each target maintaining fluid pressure. Moreover, the transistor TR2 retains an electrical conduction state while the power supply is ON and breaks electrical conduction (non-conduction) during failure.
  • the electromagnetic valve 9 includes: the solenoid coil 8; a movable member (plunger) 21 moving upward and downward in response to on/off switching of current to be passed through the solenoid coil 8; a yoke 22 housing the solenoid coil 8 and movable member 21 and forming a magnetic field; and a block member 23 provided as a valve member on a tip end of the movable member 21 projecting outward from the yoke 22.
  • the tip end of the movable member 21 is inserted into a hole 27 formed in a channel coupling member 26 having a first channel 24 connected to the master cylinder 2 and a second channel 25 connected to the wheel cylinder 3, and the second channel 25 is blocked by the block member 23, thereby allowing the brake fluid channel 4 to be freely opened and closed.
  • the electromagnetic valve 9 Operation of the electromagnetic valve 9 will be explained.
  • the movable member 21 is energized toward the yoke 22 side (in the upward direction in the drawing) by a spring 28 provided between the tip end of the movable member 21 and the upper surface of the channel coupling member 26 defining the bottom of the first channel 24, thereby allowing the first and second channels 24 and 25 to communicate with each other.
  • this communicating state will be referred to as an electromagnetic valve open state.
  • the electromagnetic valve open state brings the brake fluid channel 4 connecting the master cylinder 2 and wheel cylinder 3 into an open state, and thus the brake fluid can flow from the master cylinder 2 to the wheel cylinder 3 or vice versa.
  • the electromagnetic valve 9 of the embodiment is prepared such that opposed surfaces of the channel coupling member 26 and movable member 21 in a gap portion therebetween are inclined parallel to each other in order to reduce a difference between thrusts in the electromagnetic valve open state and in the electromagnetic valve closed state and thereby to improve controllability (this will be described later).
  • the electromagnetic valve 9 of the embodiment is configured to be normally open (i.e., the second channel 25 is open in the non-conduction state) so as not to allow the brake to remain effective even when a brake system fails and normal brake operation cannot be performed.
  • the operation principle of the brake fluid pressure retaining unit as described above can be realized by controlling the balance between force F1 being caused by the brake fluid pressure and acting on the block member 23, and force F2 being generated in response to the attraction of the solenoid coil 8 and acting on the movable member 21.
  • the force F2 acting on the movable member 21 is determined by the following equation (2).
  • F2 1/2 ⁇ (NI) 2 ⁇ dP/dx If the equation (2) is made to represent an ideal state for a magnetic field, the following equation (2)' results.
  • F2 (NI) 2 ⁇ ⁇ ⁇ A/(2 ⁇ L 2 )
  • the equation (3) can be expressed by P ⁇ I 2 . Accordingly, only by controlling the value of current to be passed through the solenoid coil 8, the brake fluid pressure inside the wheel cylinder 3 can be freely controlled (adjusted). That is, when a driver, on a hill, starts again a vehicle in a state of being temporarily stopped by the driver strongly depressing a brake pedal, it is possible, when the driver changes the pedals to depress from the brake pedal to an accelerator pedal, that the brake fluid pressure inside the wheel cylinder 3 is reduced to a degree that does not cause the vehicle to creep down and that the reduced pressure is maintained.
  • electromagnetic valve 9 of the embodiment employs an inclined surface gap structure or the like for the following reasons.
  • FIG. 7A is a characteristic diagram illustrating a thrust difference F2h between thrusts in the electromagnetic valve open state and in the electromagnetic valve closed state, in the electromagnetic valve 9 in the case where the opposing surfaces in the gap portion shown in FIG. 3 are uninclined surfaces (uninclined surface gap configuration).
  • FIG. 7B is a characteristic diagram illustrating a thrust difference F2s between thrusts in the electromagnetic valve open state and in the electromagnetic valve closed state, in the electromagnetic valve 9 in the case where the opposing surfaces in the gap portion shown in FIG. 6 are inclined surfaces (inclined surface gap configuration). Further, FIG.
  • FIG. 8 is a characteristic diagram illustrating available brake maintaining fluid pressures when the value of current to be passed through the solenoid coil 8 is changed, where the solid lines indicate pressures produced by solenoid thrust in a stroke state when the electromagnetic valve is closed and the broken lines indicate pressures produced by solenoid thrust in a stroke state when the electromagnetic valve is open.
  • the thrust difference F2s in the inclined surface gap configuration is smaller than the thrust difference F2h in the uninclined surface gap configuration. Accordingly, forming the opposing surfaces in the gap portion into inclined surfaces 29a, 30a allows the relief pressure to be easily controlled by the electromagnetic valve 9.
  • the current to be passed through the solenoid coil 8 is not supplied to the solenoid coil 8 with a constant frequency as shown in FIG. 9, but is passed therethrough without a constant frequency in the following manner. Specifically, as shown in FIG. 10, the current is passed through the solenoid coil 8 with alternately changed current values within a range between a predetermined opening-side current value (required to switch the electromagnetic valve 9 from a closed state to an open state) and a predetermined closing-side current value (required to switch the electromagnetic valve 9 from an open state to a closed state), both determined for a target maintaining fluid pressure to maintain a predetermined braking force.
  • the value of current to be passed through the solenoid coil 8 is controlled by the aforementioned electromagnetic valve control section 11 so that the current is supplied alternately at a predetermined opening-side current value and a predetermined closing-side current value corresponding to a target maintaining fluid pressure (brake fluid pressure at a degree that prevents a vehicle from creeping down on a hill) which can be read from the above-mentioned characteristic diagram of FIG. 8.
  • the predetermined opening-side and closing-side current values required to achieve this target maintaining fluid pressure are about 0.43 A and 0.5 A, respectively. Then, in order that the current is supplied alternately at a predetermined opening-side current value of 0.43 A and a predetermined closing-side current value of 0.5 A, the current to be passed through the solenoid coil 8 is controlled while the predetermined opening-side and closing-side current values are monitored.
  • the current to be passed through the solenoid coil 8 is controlled while the current values corresponding to the target maintaining fluid pressure are referred so that the current is supplied alternately at the upper and lower threshold values (predetermined opening-side and closing-side current values). In this way, as indicated by a portion A of the solid line in FIG. 11, predetermined braking force corresponding to the target maintaining fluid pressure can be obtained.
  • the brake fluid pressure is not controlled at a constant frequency, but is controlled using a target current value corresponding to target maintaining fluid pressure, resulting in frequency modulation. Accordingly, the occurrence of sound and vibration at a specific frequency can be significantly reduced.
  • control corresponding to the portion A in FIG. 11 can be performed so that the brake fluid pressure is gradually reduced, as represented by a portion D indicated by the one-dot chain line in FIG. 11.
  • target current values corresponding to a target maintaining fluid pressure are reduced little by little over time, and current is passed through the solenoid coil 8 while predetermined opening-side and closing-side current values, equivalent to the target current values at the time of interest, are monitored.
  • predetermined opening-side and closing-side current values equivalent to the target current values at the time of interest
  • valve opening timing By controlling the valve opening timing, the relief pressure and the pressure reduction rate as described above, a driver can smoothly start a vehicle even when starting the vehicle again in any conditions such as on a level road, a steep hill, and the like.
  • the electromagnetic valve control section 11 may perform control of not passing current through the solenoid coil 8 or control of enabling a minimally required fluid pressure to be maintained as indicated by the dashed line.
  • the pressure is abruptly reduced to a brake fluid pressure at a degree that cancels creep force, thereby maintaining the minimally required brake fluid pressure.
  • the brake fluid pressure is abruptly reduced from 40 atmospheres to approximately 10 atmospheres that allows creep force to be cancelled on a level road.
  • This pressure reduction can suppress the drag upon releasing the maintaining pressure.
  • a garage shock (a shock caused when an automatic transmission shift lever is changed from P range to D range) caused when a driver changes the pedals to depress from the brake pedal 1 to the accelerator pedal or when the engine is started in an idle stop state.
  • a driver can smoothly start a vehicle.
  • the maintaining fluid pressure is made slightly higher than that set on a level terrain.
  • a slight delay is provided after changing the pedals to be depressed from the brake pedal 1 to the accelerator pedal, and the target current values for the solenoid coil 8 is reduced over time as previously shown in FIG. 12, thus gradually reducing the brake fluid pressure that prevents the vehicle from creeping down even on a hill.
  • the brake fluid pressure inside the wheel cylinder 3 is slowly reduced, thereby allowing a driver to start the vehicle while preventing the vehicle from creeping down.
  • controlling the electromagnetic valve 9 also allows the maintaining pressure for maintaining a brake fluid pressure to be variable in accordance with the degree of inclination of a hill, the state of a vehicle, or the like.
  • the inclination of a vehicle when it is stopped is detected by the inclination sensor 12 for detecting the inclination of a hill.
  • a target maintaining fluid pressure is read from the memory 15, and the electromagnetic valve 9 is controlled using predetermined closing-side and opening-side current values corresponding to the read target maintaining fluid pressure.
  • a vehicle weight varying depending on the presence of load such as freight and the presence of a cargo bed as in a case of a trailer, is detected by a sensor, and based on the detected signal, the electromagnetic valve 9 is similarly controlled.
  • a minimum time duration t (see FIG. 14) required to reduce the pressure is a time duration from restart of an engine to complete explosion thereof, in application to an idle stop vehicle.
  • predetermined opening-side and closing-side current values for each target maintaining fluid pressure at an arbitrary inclination angle are stored in the memory 15. For instance, when a vehicle is stopped on a level road, predetermined opening-side and closing-side current values corresponding to a target maintaining fluid pressure assigned to an inclination angle of the level road are read from the memory 15, and the electromagnetic valve control section 11 passes current through the solenoid coil 8 while monitoring the read predetermined opening-side and closing-side current values. Similarly, when a vehicle is stopped on a hill having an arbitrary inclination angle, predetermined opening-side and closing-side current values corresponding to a target maintaining fluid pressure assigned to the inclination angle in question are read from the memory 15.
  • FIGS. 15A and 15B are diagrams, each illustrating a relationship between a vehicle 31 and an inclination angle of a hill 32 to determine a learned value G1.
  • the symbols "g" and "w” represent the weight of the vehicle 31.
  • step S1 After assembly of a vehicle, a learning switch 14 is turned on (ON) when the vehicle is delivered from a factory.
  • the brake operation detecting section 10 detects whether or not the brake pedal 1 is depressed by a driver.
  • the CPU 20 advances this learning processing to the next step S3.
  • the brake operation detecting section 10 repeats the processing of step S2 until the brake pedal 1 is depressed.
  • step S4 when the brake pedal 1 is depressed in the processing of step S2, the electromagnetic valve control section 11 passes as much current (MAXIMUM current) as possible through the solenoid coil 8 in the processing of step S3.
  • the brake operation detecting section 10 detects whether or not the depression of the brake pedal 1 is released (brake OFF).
  • the CPU 20 advances this learning processing to the processing of step S5.
  • the brake operation detecting section 10 does not detect the release of the depression of the brake pedal 1, the processing of step S4 is repeated.
  • step S5 the electromagnetic valve control section 11 decrements, by a set value, the value of electromagnetic valve driving current to be passed through the solenoid coil 8. Then, in the processing of the next step S6, when the vehicle speed sensor 13 detects a vehicle speed (detects that a vehicle speed has been generated, that is, a vehicle has started moving), or when the inclination sensor 12 detects that a vehicle has started moving based on a change in G, the CPU 20 advances this learning processing to the processing of step S7. When the fact that the vehicle has started moving is not detected, the processing of step S6 is repeated.
  • step S7 a current I1 detected when the vehicle has started moving and an inclination angle ⁇ 1 read from the inclination sensor 12 are stored, and the CPU 20 calculates a learned correction coefficient G1 from the following equation (4) and stores it in the memory 15, thereby terminating this learning processing.
  • the learned correction coefficient G1 can be determined by the following equation (4).
  • G1 I1/sin ⁇ 1
  • a current value In to be used in practice as a control value, corrected by learning, can be determined by the following equation (5), depending on an inclination angle n.
  • In G1 ⁇ sin ⁇ n
  • a learned correction value Gm corrected as in the following equation (6) is used as a control value.
  • the variations can be absorbed by using such learned values, and regular and stable control can be performed on all occasions.
  • the accuracy can be enhanced by implementing the offset learning first and then the gain learning.
  • the brake fluid pressure retaining processing starts when the brake operation detecting section 10 detects a fact that the release of the depression of the brake pedal 1 or the like is determined as the start of the brake retaining operation.
  • the CPU 20 reads a target maintaining fluid pressure according to the detected inclination angle from the memory 15 (when the inclination sensor 12 is not provided, a preset target pressure is used). Then, the read target maintaining fluid pressure is set in the processing of step S9.
  • step S10 the CPU 20 turns on (ON) the transistors TR1, TR2 for driving the electromagnetic valve 9.
  • step 11 when there is no change in the target maintaining fluid pressure, the CPU 20 advances this brake fluid pressure retaining processing to the processing of step S12, and when there is a change, the CPU 20 advances the brake fluid pressure retaining processing to the processing of step S 13.
  • step S 13 the CPU 20 sets a new target maintaining fluid pressure.
  • the CPU 20 detects whether or not the value of current to be passed through the solenoid coil 8 has reached a predetermined closing-side current value (expressed as "valve closing current” in the flow chart) for the target maintaining fluid pressure.
  • a predetermined closing-side current value (expressed as "valve closing current” in the flow chart) for the target maintaining fluid pressure.
  • the CPU 20 advances this brake fluid pressure retaining processing to the processing of step S15 and allows the transistors TR1, TR2 to retain their on-state.
  • the CPU 20 advances this brake fluid pressure retaining processing to the processing of step S14 and turns off (OFF) the driving of the transistors TR1, TR2.
  • the CPU 20 detects whether or not the value of current to be passed through the solenoid coil 8 has reached a predetermined opening-side current value (expressed as "valve opening current” in the flow chart) for the target maintaining fluid pressure.
  • a predetermined opening-side current value (expressed as "valve opening current” in the flow chart) for the target maintaining fluid pressure.
  • the CPU 20 advances this brake fluid pressure retaining processing to the processing of step S18 and turns off the driving of the transistors TR1, TR2.
  • the CPU 20 advances this brake fluid pressure retaining processing to step S 17 and turns on the transistors TR 1, TR2. Further, the CPU 20 continues to control current to be passed through the solenoid coil 8 while monitoring the predetermined closing-side and opening-side current values for the target maintaining fluid pressure.
  • predetermined opening-side current values and predetermined closing-side current values which are target currents for target maintaining fluid pressures, are stored in advance in the memory 15, or learned predetermined opening-side current values and predetermined closing-side current values are stored in advance in the memory 15.
  • the present invention is implemented in the mode as explained above and has the following effects.
  • a simply-structured and low-cost brake fluid pressure retaining unit can be provided in which the relief pressure can be freely changed only with a low-cost electromagnetic valve, without using an expensive relief valve and orifice, and at the same time, pressure reduction at a slow release rate can be variable.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
EP04254376A 2003-07-23 2004-07-22 Bremsdruckhaltevorrichtung Expired - Lifetime EP1502833B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2003200575A JP4515053B2 (ja) 2003-07-23 2003-07-23 ブレーキ液圧保持装置
JP2003200575 2003-07-23

Publications (2)

Publication Number Publication Date
EP1502833A1 true EP1502833A1 (de) 2005-02-02
EP1502833B1 EP1502833B1 (de) 2011-02-02

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EP04254376A Expired - Lifetime EP1502833B1 (de) 2003-07-23 2004-07-22 Bremsdruckhaltevorrichtung

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Country Link
US (1) US7125087B2 (de)
EP (1) EP1502833B1 (de)
JP (1) JP4515053B2 (de)
CN (1) CN100340440C (de)
DE (1) DE602004031278D1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2927037A1 (fr) * 2008-02-05 2009-08-07 Renault Sas Procede de desserage de freins d'un vehicule automobile equipe d'un dispositif d'assistance au demarrage en cote, un tel dispositif d'assistance et vehicule automobile le comportant
EP2733029A1 (de) * 2012-11-20 2014-05-21 Nissin Kogyo Co., Ltd. Hydraulische Drucksteuerungseinheit für Fahrzeugbremsen
CN105196998A (zh) * 2014-06-24 2015-12-30 凯斯纽荷兰(中国)管理有限公司 用于作业车辆的制动系统

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Publication number Priority date Publication date Assignee Title
EP1527960B1 (de) * 2003-10-29 2008-09-10 Nissan Motor Company, Limited Insassenschutzvorrichtung
KR100527502B1 (ko) * 2003-12-24 2005-11-09 현대자동차주식회사 아이들 스톱 차량의 브레이크 시스템
DE102005059937A1 (de) * 2004-12-21 2006-07-13 Continental Teves Ag & Co. Ohg Verfahren zum Betrieb einer hydraulischen Bremsanlage für Kraftfahrzeuge
JP4600133B2 (ja) * 2005-04-21 2010-12-15 日産自動車株式会社 駐車ブレーキ装置
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EP1502833B1 (de) 2011-02-02
DE602004031278D1 (de) 2011-03-17
JP4515053B2 (ja) 2010-07-28
US7125087B2 (en) 2006-10-24
JP2005041277A (ja) 2005-02-17

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